Railway-traffic-controlling apparatus



Dec. 1, 1925.

. 1,563,820 H s. YOUNG v RAILWAY THAFF IC CONTROLLING APPARATUS Filed Feb- 20, 1924 INVENTOR'.

iii

Patented Dec. 1, 1925.

UNITED srarss f rarsnr oFFrcE.

HENRY S. YOUNG, OF WILKINSBURG, PENNSYLVANIA, ASSIGNOR TD THE UNION SWITCH & SIGNAL COMPANY, OF'SNISSVALE, PENNSYIEVANIA, A CORPORATION OF PENNSYLVANIA.

RAILWAY-TRAFFIC-OONIROLLING APPARATUS.

Application filed February 20., 1924. Serial Nb. 694,038.

To all whom it may concern:

Be it known that I, HENRY S. YOUNG, a citizen of the United States, residing at lVilkinsburg, in the county .of Allegheny and State of Pennsylvania, have invented certain new and useful. Improvements in Railway-'lraliidControlling Apparatus, of which the following is a specification.

My invention relates to railway traffic controlling apparatus, and particularly to signaling apparatus for stretches of single track over which traffic moves inboth directions.

I will describe one form of railway traiiic controlling apparatus.embodying my invention, and will then point out the novel features thereof in claims.

The accompanying drawing isa diagrammatic View showing one form and arrangement of apparatus embodying my invention.

Referring to this drawing-the reference characters 1 and 1 designate the track rails of a railway over which traffic moves in both directions. The stretchof track shown in the drawing is separated from the rest of the track by passing sidings Oiand M located at the left hand and right hand. ends of this stretch, respectively. It is understood. that any number of such stretchesof single track and associated passing siding may be'placed end to end to form a complete system. The rails 1 and 1 of the stretch of track here shown are divided by means of insulated jOints 2 into a plurality of successive track sections A-B, B-C, (1-D, I)E, E-l3., F G, respectively. .Each track section is provided with a track relay designated by the reference character R with an approprr ate exponent connected across the rails adjacent one end of the section. A suitable source of energy such as a track battery 7 is connected across the other end of each section. A resistor 8 is interposed between each track battery 7. and one rail of the associated section in the-usual manner.

The stretch of track is also provided with two pole changing relays P P located adjacent points A and G, respectively. The control of these relays is well understood and forms no part of the present disclosure, so it is omitted from the drawing for the sake of simplicity. It is sufiicientto state that relay P is so. controlled that under normal conditions this relay is energized,

but that it is de-energized from the time an eastbound'train passes the first passing siding to the left of siding 0 until the train passes point A, and is also (ls-energized fro nthe time a westbound train passes point A until such train reaches apoint in the first section to the left of. siding O. For an illustrationof one means for controlling this relay in the manner specified in United States Patent No. 1,322,317 granted to R. A. McGann on Nov. 18, 1919, wherein the pole changing relay is designatedxP. The control of relay P issimilar to that just described for relay P.

Associatedwith each track. relay is a line relaydesignated by the reference character H with a distinguishing exponent. Each of the line relays is providedwith ai slow-acting repeater relay designated by the reference character K with an exponent correspondingtothe location, except that as here shown such repeater relays are not provided for line relays H and H Relays H and. H are each further provided wit-h a stick relay designated. by the reference character J with a suitable. exponent.

Each of the line relays is responsive to reversal ofthe relative polarity of the current supplied thereto. The circuit for relay H passes from a suitable source of energy such asa battery Qj,.over wires 27, 28, 77, 78 and 79,; front contact 80 of relay H wire 113, normal contact 114 of relay H wires 115 and 33, front contact 34: of slow-acting relay K wire35, front contact 35 of track relaylt, wire 37., front contact 38 of track relay R, wire 39, winding of relay H, wires 40, 20 {11161141, front contact 12 of relay K and wires 4-3, 4.4:, and 46 back to battery Qf. This circuit is closed when relays K .R and R are energized and relay H is energized in the normal direction. Under which conditionsrelay H energizedin the normal direction andcontact 87. thereon. isswung to the left. If relay K? is de-energized and relay J 3 energized the circuit for relay H may betraced from battery Q through wires 46, 45, 4A and 43, back contact 34: of relay K thence as before through relay H to. back contact 42 of relay K, wires 48 and 31, contact 30 of relay J and wires 29, 28 and 27 to battery Q hen this circuit is closed relay H is energized in the reverse direction and contact 87 is swung to the right. It is thererelay H is removed from the control of relay H. It is also plain from the foregoing that relay H is energized in one direction or the other according as relay K .is energized or de-energized. Relay H is controlled over circuits similar to those just traced for relay H.

Line relay H is provided with a circuit which passes from battery Q, through wires 9 and 10, front contact 11 of relay P, wire 12, front contact 18 of relay R, wire 14, back contact 15 of relay J wire 16, front contact 17 of relay R, wire 18, winding of relay H, wires 19, 20 and 21, front contact 22 of relay P, and wires 28, 24 and 25 back to battery Q lVhen relay P is (lo-energized current flows from battery Q, through wires 25, 24 and 28, back contact 11 of relay P, thence as before through relay H to back contact 22 of relay P, and wires 26 and 9 back to battery Q. It follows that when relays R and R are energized and relay J is de-energized, relay H is energized in the normal or reverse direction according as relay P is energized or de-energized. The control of relay H is similar to the control of relay H.

One circuit for relay H may be traced from battery Qf through wires 49, and 51, front contact 52 of relay K wire 53, back contact 54 of relay J, wire 55, front contact 56 of relay R wire 57 front contact 58 of relay R wire 59, winding of relay H wires 60, 61 and 62, front contact 63 of relay K and wires 64, 65 and 66 back to battery When relay K is de-energized current flows from battery Q through wires 66, 65 and 64, back contact 52 of relay K and thence as before through relay H to back contact 63 of relay K and wires 67, 50 and 49 back to battery Q It will therefore be clear that when relays R and R are energized, and relay J is tic-energized, relay H is energized in the normal or reverse direction according as relay K is energized or de-energized. Relay H is controlled by relay K as just described for the control of relay H by relay K Each slow-acting repeater relay K is arranged to be energized when the associated line relay H is energized. Referring particularly to relay K, a circuit is,provided over which current flows from batter Q through wire 168, front contact 169 of relay H wire 170, winding of relay K, and wires 171, 172 and 173, back to battery lVhen relay H becomes tie-energized, this circuit is of course, opened but due to the slow acting characteristics of relay K a considerable interval of time elapses before this relay opens its front contacts. This time interval is increased by short circuiting the relay over a snubbiizg path which passes from one side of relay K, through wire 170, back contact 169 of relay H, and wires 174, 175 and 171 back to relay K.

Stick relay J is provided with a pickup circuit which may be traced from bat tery Q through wires 27 and 68, back contact 69 of relay R, wire 70, back contact 71 of relay R wire 72, front contact 73 of relay K wires 74 and 75, winding of relay J and wires 76 and 46 back to battery Q Belay J can be energized, then, only when an eastbound train enters section CD, because when a westbound train passes through the stretch contact 7 8 opens before contacts 69 and 71 close. The relay J 3 is also provided with a stick circuit over which current flows from battery Q through wires 27, 28, 77, 78 and 79, back contact 80 of relay H wires 81 and 82, front contact 83 of relay J wires 84 and 75, winding of relay J, and wires 76 and 46 back to battery Q This stick circuit is provided with a branch which passes from wire 79, through front contact 80 of relay H wire 118, reverse contact 114 of relay H and wire 116 to wire 82. It) will therefore be clear that after stick relay J has been energized by the entrance of an eastbound train into section C-D, the relay will subsequently be maintained in its energized condition over back contact 80 of relay H as long as such train is between points 0 and E, and will be energized when such train is in section EF, over reverse contact 114 of relay H.

The control of relay J is similar to that just explained for relay J Eastbound traffic over the stretch of track shown in the drawing is governed by trackway signals S, S and S located at points A, G and E, respectively, and westbound traffic is governed by signals S S and S located at points G, E and C, respectively. These signals may be of any suitable form, and are here shown as light signals each comprising three light units 4, 5 and 6 arranged when energized to display a stop, a caution, or a proceed indication, respectively. Referring particularly to signal S, when relay H is energized in the normal direction current flows from battery Q, through wire 9, front contact 8:) of relay H. wire 86, normal contact 87 of relay H, wire 88. proceed unit 6 of signal S, and wire 89 back to battery Q. \Vhen this circuit is closed the signal S displays a proceed indication. lVhen relay H is energized in the reverse direction current flows from battery Q through wire 9, front contact 85 of relay H, wire 86, reverse contact 87 of relay H, wire 90, caution unit 5 of signal S, and wires 89 and 25 back to battery Q, and the signal then displays a caution indication. 1f relay H is dc-energizcd, stopi unit 4 ofsignahS iscnergized by: a circuit: which. passesfrombattery Q, through wire-9,back contact of relay H wire 91, stopunits=4f of: signal S", and: wires S9 and 25ibackto battery Q and the signal then displays a. stop indication, The control of signal S by relay H? issimilar tothe control of signal s' byv relay'P.

The proceed circuit for signal S passes froinbattery Q through wires 168* and 92, front contact 93 of relay K, wire 94, normal contact of relay- H wire 96, proceed unit G-of'signal" S and wires 97, 17 5', 172 and 1Z3 back to battery Qf. The cantion circuit for this signal may be traced from battery Q through wires 168 and 92, front contact: 93 0f relay K, wire 94, reversecontact 95' of relay H, wire 98,- caution unit 5 of signal S, and wires 97- 175, 172 and173, back to-battery (Qf. lVhen relay K is de-energized current flows from battery (9,"; through wires 16S- and' 92, back contact 93 of relay K, wire 99; stop-unit 4of signal S and wires- 97, 175,172 and 173,- back to battery Q} and signal S' dis plays astop indication; The circuits for signal S are similar to those-just trace-dfor signal S 5 The proceed circuit for signal S is closed when relay Kfiis energized and relay ll. is energized in the normal direction, under which conditions current flows from battery a through wires 27, 28, 7-7 and 101, front contact 102 of relay K wire 103, normal contact 104 of relay H wire 105,- proceed unit 6 of signal S and wires lOti, 45 and 46 back to battery Q}. A caution circuitv for signal S passes from battery Q1 through wires-27, 28*, 7 and 101, front contact 102 of're-lay- K wire 10?), reverse contact: 1O4flof' relay H wire 107, front contact 1080f relay J wire 109, caution unit 5 of signal S" andwires1'06, 45' and- 46' back to battery- Qf. Thiscircuit is closed when rclaysK and J are both.energized'and'relay H is ene-rgizedin the reverseqdirection. Signal S 'then displays a caution indication. One circuit for the stop unit 4 may -be traced front battery Q}, through wires 27, 28, 77 andlOl, baclccontaot- 102 ofrelay K wires- 112 and 111, stop unit 4 ofsignal, S and wires 106, 45 and 46 back to battery Q; The circuit just traced is provided with a branch over which current flows from wire- 101, through front contact 102'ofi'relayi K reverse contact 104 of relay H wire'lO't', b ackcontact 108 of relay'J and wire 110 back to wire 111. It will therefore be clear thatsignal S displays a stop indication when relay K 'is de energized, and also when relay K" is energized', relay H is energized in the reverse direction and relay J is de-ene-rgized.

Signal S is-provided#with circuits similar to'those associated with sigual S As showirin' the drawing all parts of: the apparatus are; in the position corresponding to= the unoccupied condition of the track. Underthese circun'istanccsall track relays aroenergized, all line relaysP-I are energized inthe normal direction, all slow-acting re lays K are energized, both stick relay-s J and J are de-ene'r gized, and pole' changing relays P and P are energized. Each of the signals S therefor-e displays a proceed indication.v I: willnow explain the operation of the apparatus as an eastbound train proceeds along the track.

Prior to theentrance of this train into the stretch shown hr the drawing, relay P be comes de=energized, thus causing relay H toibe energized in the reverse direction and iausing signal S to'indicat'e caution.

As the train enters-section AB, relay R istie-energized. The circuit forrelay H isthen broken at front contact 38 of relay Rand relay H thereupon beconies de-enen gized: At the same time, relay H is doenergized bythe opening of front contact 13 of relay R. The closing of back contact SUofrline relay'H closes the circuit for stop unit14 of signal S", which signal now dis plays a: stop indication. The opening of front contact 169 of relay H causes relay Ki" to become tie-energized, and after a-time intervaliba-ck contact 93 of relay K closes to cause signal S to indicate stop.- The. de

energization ofi'relayK- also reverses the polarity of the current supplied to'relay H wliichlatter relay is now energized in-the reverse directioin The circuit is-theref'ore, closed: for stop unit 4 of signal S over reycrsecontact 117 of relay H 'and bacli contact 11S of'relay J".. Signal S therefore displays astop indicationu The opening of normal contact 1190f relay H opens one branch of tlie: circuit for relay H andthe other: branch for this circuit is already open at front contact 120'of relay J so relay H becomes dc-energized and causes signal S to indicate stop. It is therefore clearthat an:trainenteiingthe stretch of single track bctw'eenitwo passing sidings-will set all op posing signals in :such stretch at stop. hen the train enters section BG, relay- R becomes de-energizedbut the remaining apparatus is not affected; W hen the train moves .into section C-D, relay becomes de-enup circuit for stick relay J 3 is closed. The stick relay is subsequently maintained in its energized condition over a stick circuit including back contact 80 of relay H. The de-energization of relay K also causes signal S to indicate stop. As the train moves out of section A-B relay R picks up. Belay P also picks up but this does not affect the apparatus since the circuit for relay H is opened at front contact 17 of relay R and also at back contact 15 of relay J As the train moves out of section BC relay R picks up, thus completing the circuit for relay H through back contacts of Y and front contacts of J, so that relay H therefore becomes energized in the reverse direction, and signal S indicates caution. As the train moves into, section DE, relay R becomes de-energized which holds open. the circuit for relays H and H Signals S and S therefore continue to indicate stop. lVhen the train enters section E-li, the shunting of relay R causes the de-energization of relays H and K and signal S therefore in dicates stop. The pick up circuit for relay .l' is open at front contact 130 of relay K. and relay J therefore remains in its de-energized condition. As the train successively clears sections CD and DE, relays and R pick up, closing the circuit for relay H Relay K is de-energized however and relay H is therefore energized in the reverse direction. Signal S then displays a caution indication. he closing of relay K energizes relay H in the normal direction and signal S now indicates proceed. It should, however be pointed out that relay J is still energized over a stick circuit including reverse contact 114: of relay H and signal S still indicates stop, because the current for relay H." is broken at back contact 15 of relay J Relay t becomes de-energized as the train enters section FG but this does not aii'oct the remaining apparatus. lVhcn the train enters the section to the right of point G relay P becomes de-energized. W icn the train successively clears sections EF and FG, the closing of relays R and R completes the current for relay H, which latter relay becomes energized in the reverse direction, picking up relay K and causing signal S to indicate caution. The closing of relay K energizes relay H in the normal direction, thus causing signal S to indicate proceed. at the same time relay J is de-energized, thus closing the circuit for relay H and allowing signal S to indicate proceed. The opening of relay J and the closing of relay K" supplies current of normal relative polarity to relay H and this relay becomes energized, thus picking up relay K Signal 8* then displays a procoed indication. When the train clears section FG, the energization of relay R also energizes relay H thereby causing signal S to display a proceed indication. \Vhen relay P becomes energized, as the train reaches a point in the section to the right of siding M, relay H is energized in the normal direction, and signa 3'' displays a proceed indication thus returning the apparatus to the normal condition.

The opertaion of the apparatus as a westbound train passes through the stretch of track will be readily understood from the foregoing.

Although I have herein shown and described only one form of railway traffic c011- trolling apparatus embodying my invention, it is understood that various changes and modifications may be made therein within the scope of the appended claims without departing from the spirit and scope of my invention.

Having thus described my invention, what I claim is:

1. Railway trallic con-trolling apparatus comprising a stretch of railway track, a line relay comprising a normal contact and a reverse contact, means for controlling said rclay in accordance with traffic conditions, a slow acting relay arranged to be energized whenever said line relay is energized, a stick relay controlled by said line relay and said slow acting relay, a trackway signal, means includin a front contact on said stick relay and said reverse contact for causing said signal to display a caution indication, and means for causing said signal to display a proceed indication when said slow acting relay is energized and said normal contact is closed.

2. Railway traflic controlling apparatus comprising a stretch of railway track, a line relay comprising a normal contact and a reverse contact, means for controlling said relay in accordance with t-raliic conditions, a slow acting relay arranged to be energized whenever said line relay is energized, a stick relay controlled by said line relay and said slow acting relay, a trackway signal, a circuit for causing said signal to display a stop indication and including a back contact of said slow acting relay, and a branch for said circuit including the reverse contact of said line relay and a back contact of said stick relay.

3. Railway trafiic controlling apparatus comprising a stretch of railway track, a line relay comprising a normal contact and a re verse contact, means for controlling said relay in accordance with traflic conditions, a slow acting relay arranged to be energized whenever said line relay is energized, a stick relay controlled by said line relay and said slow acting relay, a second line relay, a circuit for said second line relay controlled by said slow acting relay and by said stick relay, means including the normal contact of said first line relay for at times removing Ill) said stick relay from the control of said second line relay and traffic governing means controlled by said first line relay.

at. In combination, a stretch of railway track, a signal for governing traffic in one direction over said stretch, a line relay associated with said signal, means effective when a train moves through said stretch in the direction in which said signal governs traffic for tie-energizing the relay when the train passes the signal, for energizing said relay in the reverse direction when the train reaches a point in advance of the signal and for energizing the relay in the normal direction when the train reaches a second point in advance of the signal; means effective when a train moves through the stretch in the opposite direction for energizing the relay in the reverse direction when the train passes a point in advance of the signal, for de-energizing the relay when the train reaches a second point between the last mentioned point and the signal, and for energizing the relay in the normal direction after the train passes the signal, a slow acting relay arranged to be energized when said line relay is energized in either direction, a stick relay arranged to be energized when a train passes said signal in the direction in which the signal governs and to be subsequently maintained in its energized condition till the train passes said second point in advance of the signal, a proceed circuit for said signal closed only when said line relay is energized in the normal direction; a caution circuit for said signal closed when said line relay is energized in the reverse direction, said slow acting relay is energized, and said stick relay is energized, a stop circuit for said signal closed when said slow acting relay is de-energized; and an auxiliary stop circuit for said signal closed when said line relay is energized in the reverse direction, said slow acting relay is energized, and said stick relay is de-energized.

5. In combination, a stretch of railway track, a forward signal and a rear signal for governing traffic in one direction over said stretch, a first line relay associated with said forward signal, a second line relay associated with said rear signal, means effective whena train moves through said stretch in the direction in. which said signals govern to tie-energize said first relay when the train passes the forward signal and to energize said first relay in the reverse direction when the train reaches a point in advance of the forward signal but to energize such first relay in the normal direction when the train reaches a second point in advance of the forward signal, means effective when the train moves through the stretch in the opposite direction for energizing the first relay in the reverse direction when the train passes a point in advance of the forward signal and for de-energizing the first relay when the train reaches a second point between the last mentioned point and the forward signal and for energizing the first relay in the normal direction when the train passes the rear signal, a slow actin relay arranged to be energized when said first line relay is energized in either direction, a stick relay arranged to be energized when a train passes said forward signal and to be subsequently maintained in its energized condition till the train passes said second point in ad vance of the signal, a proceed circuit for said forward signal including a front contact of said slow acting relay and a normal contact of said first line relay; a caution circuit for said forward signal including a front contact of said slow acting relay, a reverse contact of said first line relay, and a front contact of said stick relay; a stop circuit for the forward signal including a back contact of said slow acting relay; a second stop circuit for said forward signal including a front contact of said slow act-- ing relay, a reverse contact of said first line relay and a back contact of said stick relay; means for energizing said second line relay in the reverse direction when said first line relay and said slow acting relay are deenergized but said stick relay is energized, means for energizing said second line relay in the normal direction when said first line relay is energized in the reverse direction and said slow acting relay and said stick relay are energized, means for also energizing said second line relay in the normal di rection when said first line relay is energized in the normal direction, said slow acting relay is energized and said stick relay is de-energized; means for tie-energizing said second relay when a train is between said signals or from the time a train ap- 'proaching said signal in a direction opposite to that in which the signal governs passes said second point in advance of the signals till such train passes the rear signal; and means for controlling said rear signal so as to indicate proceed when said second line relay is energized in the normal direction, to indicate caution when such second line relay is energized in the reverse direction, and to indicate stop when the second line relay is ole-energized.

In testimony whereof I affix my signature.

HENRY s. YOUNG. 

